Honda Giken Kogyo Kabushiki Kaisha

Yukio Morita

Tsunefumi Niiyama

Takamichi Shimada

Yoichi Kojima

Yorinori Kumagai

Takashi Hotta

Kimihiko Kikuchi

Hiroshi Nakayama

Kenji Hagiwara

Yoshiharu Saito

Tatsuyuki Ohashi

Hideki Wakamatsu

Norio Nakauchi

Tomoharu Kumagai

Shinichi Sakaguchi

Kazuyuki Konno

Atsushi Fujikawa

Kazuyuki Konnno

A system for controlling an automatic transmission of a vehicle which determines a downgrade or upgrade parameter based on the vehicle acceleration and selects one from among a plurality of shift programs based on the determined grade parameter to determine a gear ratio based on the selected shift program. The system includes a navigation system which determines the instantaneous vehicle position and outputs road information including upgrade/downgrade condition of road including the determined instantaneous vehicle position. In the system, the grade parameter is corrected based on the navigation information and the grade parameter such that the one from among a plurality of shift programs is selected based on the corrected grade parameter, thereby enhancing drivability during downgrade running, without being affected even if the navigation information is temporarily invalid.

Control system for automatic vehicle transmissions

An automatic gear change controller, having a constant speed travel mode, which can transmit torque to wheels of a vehicle according to changes in the travel load of the vehicle even though a gear shift mode is changed to the manual gear shift mode. When the gear shift mode is set in the manual gear shift mode and the travel mode is set in a constant speed travel mode, a constant speed travel controller generates a downshift command signal. In this case, when the accelerator pedal is depressed beyond a predetermined amount, the gear shift stage of the automatic transmission is downshifted.

Apparatus for controlling an automatic transmission

A system for controlling an automatic transmission of a vehicle which determines a downgrade or upgrade parameter based on the vehicle acceleration and selects one from among a plurality of shift maps (programs) based on the determined grade parameter to determine a gear ratio based on the selected shift program. The system includes a navigation system which stores the road information including the kinds of road. The system determines whether the vehicle runs on a relative road such an alley or a traffic jammed expressway based on the vehicle speed change, the vehicle-stopping-time and the navigation information and if it does, changes the upshift line of the level-road map in the direction in which the vehicle speed increases such that upshift is not likely to occur, or in the direction in which the vehicle speed decreases such that the upshift is more likely to occur, thereby enhancing driveability.

A system for controlling oil pressure of an automatic vehicle transmission having a plurality of fictional engaging elements (K1 ,K2,K3,B 1 ,B2) installed in the transmission for establishing a gear, a plurality of solenoid valves (SA and SE) at least one (SA) of which opens to supply the pressurized oil to at least one (K1) of the frictional engaging elements. The system also as a manual valve (20) whose spool moves in response to the selection of the selector lever for supplying the pressurized oil to the frictional engaging element bypassing the solenoid valve when the shift lever selects another gear range (1) in case of solenoid valve failure, and an underdrive engage control valve (30, 96) placed between the frictional engaging element and the switching valve for regulating pressure of the pressurized oil to be supplied to the frictional engaging. element in response to the pressurized oil outputted from the solenoid valve. In the system the underdrive engage control valve regulates the pressure of the pressurized oil to be supplied to the frictional engaging element in response to the pressurized oil supplied from the switching valve.

Oil pressure control system for automatic vehicle transmission

A planetary gear transmission typically for use on automobiles has first, second, and third planetary gear trains arranged coaxially with each other and each having elements including a sun gear, a carrier, and a ring gear. Two of the elements of each of the first, second, and third planetary gear trains are directly or disengageably coupled to elements of the other planetary gear trains. The transmission also has three clutch means and two brake means for selectively establishing a power transmitting path from an input shaft to an output gear member through the first, second, and third planetary gear trains. At least one of the first, second, and third planetary gear trains comprises a double-pinion planetary gear train, one of the sun gear and the carrier of the double-pinion planetary gear train being coupled to the input shaft and the other being nonrotatably fixed. The elements of the first, second, and third planetary gear trains are corotatably coupled into first, second, third, fourth, and fifth rotational members in a speed diagram, the third and fifth rotatable members being coupled to the input member, the fourth rotational member being coupled to the output member and. The carrier of the double-pinion planetary gear train may be coupled to the input shaft, and the sun gear thereof may be nonrotatably fixed.

Planetary gear transmission

A planetary gear transmission typically for use on automobiles has first, second, and third planetary gear trains arranged coaxially with each other and each having elements including a sun gear, a carrier, and a ring gear. Two of the elements of each of the first, second, and third planetary gear trains are directly or disengageably coupled to elements of the other planetary gear trains between input and output members. The elements of the first, second, and third planetary gear trains are corotatably coupled into first, second, third, fourth, and fifth rotational members the first, second, and fifth rotational members being coupled to the input member, the fourth rotational member being coupled to the output member. The planetary gear transmission also has a separating clutch disposed between the elements of the second rotational member, for disengageably connecting the elements of the second rotational member.

Clutch-separable planetary gear transmission

The solenoid valve 30 is mounted on the mounting member 10 with the inlet port section 31 positioned at the lower end thereof extending out downwardly from the bottom face of the mounting member 10, and this mounting member 10 is mounted on the base member 1 to cover the supplied oil path 2 and the discharged oil path 3 formed in the base member 1. The inlet port section 31 of the solenoid valve 30 extending out from the bottom surface of the mounting member 10 extends into the supplied oil path 2, thus the inlet port 31a and the supplied oil path 2 are communicated to each other. Furthermore, the outlet port 31b of the solenoid valve 30 is communicated to the discharged oil path 3 via the communicating groove 12 formed on the bottom surface of the mounting member 10. Also, the electric connector 21 is mounted on the mounting member 10 and the wiring members 25, 26 and 27 connecting the solenoid 36 of the solenoid valve 30 to this electric connector 21 are buried inside the mounting member 10.

Solenoid valve mounting assembly

A planetary gear transmission typically for use on automobiles has first, second, and third planetary gear trains arranged coaxially with each other and each having elements including a sun gear, a carrier, and a ring gear. Two of the elements of each of the first, second, and third planetary gear trains are directly or disengageably coupled to elements of the other planetary gear trains. The transmission also has two clutch means and three brake means for selectively establishing a power transmitting path from an input shaft to an output gear member through the first, second, and third planetary gear trains. The first planetary gear train comprises a double-pinion planetary gear train, one of the sun gear and the carrier of the double-pinion planetary gear train being coupled to the input shaft and the other being disengageably coupled to a stationary member. The elements of the first, second, and third planetary gear trains are corotatably coupled into first, second, third fourth, and fifth rotational members in a speed diagram, the third and fifth rotatable members being coupled to the input member, the fourth rotational member being coupled to the output member.

A planetary gear transmission for use on automobiles includes an input shaft, an output gear, and three planetary gear trains disposed coaxially with each other and each having a sun gear element, a carrier element, and a ring gear element, two of the elements of each of the planetary gear trains being mechanically coupled to elements of the other planetary gear trains for rotation therewith. The elements which are mechanically coupled to each other provide first through fifth rotating members, the first and fifth rotating members being coupled to the input shaft, one of the second and third rotating members being coupled to the output gear, the fourth rotating member being coupled to the output gear. The planetary gear transmission also has a separating clutch disposed between the elements of the third rotating member, for selectively engaging and disengaging the elements of the third rotating member.

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Wako, Japan

Yukio Morita